A corporate crew lined up on mge runway 29 while intending to land at fty's runway 26 and were alert...

Narrative:

As we approached fty; we descended through the clouds remaining after cold front passage in the atlanta area. We were maneuvering for the GPS approach to runway 26 approach at fty. I; as pilot not flying; set the GPS approach in the RNAV box. We were vectored to the downwind for the approach. As we descended out of the clouds; visibility was 3 to 5 miles with rain shafts in the area. We observed an airport with an east/west runway at our 3 o'clock position. It looked good to us; so we told atlanta approach we had the airport in sight. We were cleared for the visual to fty.I then pushed the 'activate approach' button on the FMS. This put the final approach path on the mfd screen. The pilot flying said he would rather have the 'direct to the airport' displayed on the FMS instead of the approach. As my head was down reprogramming the box; the ground proximity started calling we were too low. Meanwhile; the pilot flying was maneuvering for the visual approach to the runway we thought was 26 at fty. At about the same time; I observed the red light coming from the tower (and the tower was in the wrong place for fty); county tower called us and told us we were lined up on dobbs air force base; and we saw 28 painted on the runway. We executed a go-around and proceeded; uneventfully and in VFR conditions to fty (8 miles away) and landed without further issues.I thanked the fty tower profusely for the 'catch' and offered apologies to both fty tower and dobbs tower for our miss cue.several issues: although VFR; we made the quick transition from IFR to visual conditions and saw an airport that 'looked like' our intended destination. Ground proximity was talking to us and we didn't catch what it was trying to say. Changing the programming of the FMS twice in a very short time while maneuvering for landing took one set of eyes (and a head) out of the operation of the airplane. Atlanta approach taking our call for visual and missing dobbs was between us and our intended destination. Reprogramming the box twice in a short time taking one set of eyes out of the visual landing process. Not proceeding with the instrument approach even in VFR conditions considering the marginal weather and our quick transition to VFR.

Original NASA ASRS Text

Title: A Corporate crew lined up on MGE Runway 29 while intending to land at FTY's Runway 26 and were alerted by ATC using a red light and radio about the impending error just as the GPWS was alerting at 600 FT eight miles from the runway.

Narrative: As we approached FTY; we descended through the clouds remaining after cold front passage in the Atlanta area. We were maneuvering for the GPS approach to Runway 26 approach at FTY. I; as pilot not flying; set the GPS approach in the RNAV box. We were vectored to the downwind for the approach. As we descended out of the clouds; visibility was 3 to 5 miles with rain shafts in the area. We observed an airport with an east/west runway at our 3 o'clock position. It looked good to us; so we told Atlanta Approach we had the airport in sight. We were cleared for the visual to FTY.I then pushed the 'activate approach' button on the FMS. This put the final approach path on the MFD screen. The pilot flying said he would rather have the 'direct to the airport' displayed on the FMS instead of the approach. As my head was down reprogramming the box; the ground proximity started calling we were too low. Meanwhile; the pilot flying was maneuvering for the visual approach to the runway we thought was 26 at FTY. At about the same time; I observed the red light coming from the Tower (and the Tower was in the wrong place for FTY); County Tower called us and told us we were lined up on Dobbs Air Force base; and we saw 28 painted on the runway. We executed a go-around and proceeded; uneventfully and in VFR conditions to FTY (8 miles away) and landed without further issues.I thanked the FTY Tower profusely for the 'catch' and offered apologies to both FTY Tower and Dobbs Tower for our miss cue.Several issues: Although VFR; we made the quick transition from IFR to visual conditions and saw an airport that 'looked like' our intended destination. Ground proximity was talking to us and we didn't catch what it was trying to say. Changing the programming of the FMS twice in a very short time while maneuvering for landing took one set of eyes (and a head) out of the operation of the airplane. Atlanta Approach taking our call for visual and missing Dobbs was between us and our intended destination. Reprogramming the box twice in a short time taking one set of eyes out of the visual landing process. Not proceeding with the instrument approach even in VFR conditions considering the marginal weather and our quick transition to VFR.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.

Attributes
ACN	1164908
Time
Date	201404
Local Time Of Day	0601-1200
Place
Locale Reference	FTY.Airport
State Reference	GA
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Make Model Name	Light Transport Low Wing 2 Turbojet Eng
Operating Under FAR Part	Part 91
Flight Phase	Initial Approach
Route In Use	Visual Approach
Flight Plan	IFR
Person 1
Function	Pilot Not Flying First Officer
Qualification	Flight Crew Air Transport Pilot (ATP) Flight Crew Flight Instructor Flight Crew Multiengine
Experience	Flight Crew Last 90 Days 60 Flight Crew Total 13700 Flight Crew Type 2300
Person 2
Function	Pilot Flying Captain
Qualification	Flight Crew Instrument Flight Crew Multiengine Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 60 Flight Crew Total 16000 Flight Crew Type 600
Events
Anomaly	Deviation - Procedural Clearance Deviation - Track / Heading All Types Inflight Event / Encounter CFTT / CFIT Inflight Event / Encounter Weather / Turbulence

A corporate crew lined up on mge runway 29 while intending to land at fty's runway 26 and were alerted by ATC using a red light and radio about the impending error just as the GPWS was alerting at 600 ft eight miles from the runway.